L.A. to N.Y. in Half an Hour: 10,000 Plus M.P.H. Tunnel Train Used for Underground Bases?
The Intel Hub
By Shepard Ambellas & Avalon
April 12, 2012
Translation by Autumnson Blog
Note: This article is an add-on to our ongoing series, in conjunction with Dr. Richard Sauder, on the existence of a vast network of underground bases throughout the country.
注：本文是一進行中系列的延續，與理查德·索德博士關聯，就一個全國各地的龐大地下基地網絡的存在。
Read part 1 of the series(below): “Nazi Engineers, Secret U.S. Military Bases, and Elevators To The Subterranean and Submarine Depths.”
閱讀系列的第1部分(下面)：“納粹工程師、秘密美軍基地、及往隱蔽地下和海底深淵的電梯。”
The Vary High Speed Transit System (VHST) was a Rand Corporation concept that was presented to the military industrial complex in the 1970′s.
多樣高速交通系統（VHST）是一項蘭德公司的概念，在1970年代向軍工複合體提出。
該概念超前它的時代，正是秘密邪惡政府需要來連接在整個美國和在全球某些地區，其龐大地下基地的擴張。
This could offer an explanation for some of the recent strange sounds and booms across the country.
這可提供解釋，給一些最近在整個國家的怪聲和隆隆聲。
The late (and presumably murdered) Phil Schneider spoke about what he called an Electro Magneto Leviton Train System that traveled at speeds in excess of Mach 2.
已故（及大概是被謀殺）的菲爾·施奈德談到他稱之為磁電立維騰列車系統，以超過2馬赫的速度行駛。
The VHST and its proposed routes, (vast advanced tunnel systems) at the time of it’s conception in the early 1970′s, fit and follow other underground base researchers findings as well as some of my own.
多樣高速交通系統和其建議的路線，（廣大先進的隧道系統）在它70年代初概念的時間，適合及跟隨其他的地下基地研究人員的發現以及我自己的一些。
An interesting aspect within the Rand Corp. document is the fact that the tunnels are way to expansive to pump all of the air out at once to create the frictionless environment needed travel at speeds in excess of 10,000+ MPH.
蘭德公司文件內的一個有趣層面是一個事實，即隧道在擴大的路上，一次過將所有空氣泵出來創造需要以超過10.000 +哩時速的無摩擦旅行環境。
The air has to be evacuated from the tunnel system in segments with large crucially timed mechanized door systems as the train passes through each vapor locked section.
空氣要從隧道系統以多節撤出，用大的關鍵地定時機械化門系統，當列車通過每一個蒸汽鎖定節的時候。
Electrical and mechanical noises would ensue from such operation of massive airlock doors throughout the tunnel system once the underground bases or VHST were fully operational.
一旦地下基地或VHST全面運作，電氣和機械的噪音會隨之而來，從整個隧道系統的大量氣閘門這樣的操作。
During this process strange air like sounds, hums, and mechanized sounds would persist especially if the tunnels were at a depth of 400 – 800 feet (semi shallow in underground base terms). Energy is also returned into the system as the trains decelerate.
在這個過程中，奇怪的空氣像响聲、嗡嗡聲、和機械化聲音將會持續，特別是如果隧道的深度在400 - 800英尺（以地下基地的術語是半淺）。當列車減速能量也會返回系統。
The recent Clintonville booms might also be explained as underground sonic booms.
最近的Clintonville隆隆聲，也可能被解釋為地下聲震。
As the trains reach the speed of sound, a sonic boom could be heard and felt. Multiple booms could persist in one area as the train reaches the speed of sound at the same point in the tunnel system every trip.
當列車達到音速的速度，聲震可被聽到和感覺到。在一個區域，多重隆隆聲可能會持續震，當在隧道系統內的每一航程列車在相同點達到音速的速度。
The following article entitled ‘L.A. to N.Y. in Half an Hour? 10,000 – M.P.H. Tunnel Train Plan Developed’, was first published in the year 1972 by the LA Times;
下面的文章題為'洛杉磯半小時往紐約？ 10,000哩時速隧道列車計劃開發'，首先在1972年由洛杉磯時報發表;
LA Times 洛杉磯時報As the former official host of The Intel Hub Radio Show, I have to admit I have interviewed some interesting people. However, one interview in particular has always stood out to me.
June 11, 1972
A Rand corporation physicist has devised a rapid transit system to get you from Los Angeles to NY in half an hour for a $50 fare. He said existing technology made such a system feasible and so does a cost analysis. The essence of the idea is to dig a tunnel more or less along the present routes of U.S. highways 66 and thirty. The tunnel would contain several large tubes for East West travel of trains that float on magnetic fields, moving at top speeds of 10,000 mph. Passengers would faced forwarded during acceleration, backward during deceleration.
According to R. M. Salter Jr. head of the physical sciences department at Rand, the idea of high-speed train travel using electromagnetic suspension was first put forward in 1905 and actually patented in 1912. The trains he suggested now would be single cars rather than actual trains, and would be big enough to carry both passengers and freight, including large containers and automobiles.
The cars, or gondolas, would leave the New York and Los Angeles terminals at one minute or even 30-second intervals. On the main line thereA would be intermediate stops at Amarillo and Chicago. Feeder lines would meet the main lines at both locations.
There would also be subsidiary lines coming into the two main terminals from such cities as San Francisco, Boston and Washington. The main idea of VHST, or Very High Speed Transit, developed originally in thinking about the satellite program and hyper sonic aircraft speeds.” Salter said in an interview at Rand.
“The underground tubes were for suggested as alternatives, perhaps not quite seriously, but it was soon apparent that the idea of a tunnel containing such tubes had a lot of real advantages.” he said.
In the first place, he explained there is the extremely important matter of the use and conservation of immense amounts of energy needed to move the vehicles at such great speed. “An airplane that travels faster than sound uses up a large part of its available energy supply just in climbing to an altitude where the speeds for which it is designed are possible.” Salter said. “That’s true of rockets to. Much of their energy is spent and lost forever and getting above the atmosphere.”
This would not be true for the VHST gondolas traveling on their electromagnetic rail beds, according to Salter. The tubes would be emptied of air, almost to the point of vacuum, so the trains would not need much power to overcome air resistance. They would not even have to be streamlined. In addition to an electromagnetic roadbeds, the opposing electromagnetic loops of wires in the floors of the gondolas would be super cooled with liquid Helium to further eliminate electrical resistance.
Just as important, the gondolas would, like old-fashioned trolley cars, generate power as they break to a stop. “Since the trains would be leaving New York and Los Angeles simultaneously every minute, the power generated by cars breaking coming into the terminal would be transferred to the power lines propelling the cars going the other way.”
“For example, there will be halfway points between each stop. Trains would use power and getting to that halfway point, and generate power going the other half of the way to the stop. Each would use power generated by trains going in the other direction.” That is the way trolley cars have operated for eighty years – taking power from the overhead lines while accelerating or running along at a steady speed, and putting power back into the lines while breaking or coasting.
The big drawback to the Salter scheme is the cost of tunneling across the nation. He admitted that it would be expensive but it does not daunt him. “After the tunneling was finished, everything else would be practically free.” He said. Even at the low fair he proposes, the enormous debt created by the tunneling would be amortized within a reasonable period if the number of passengers and the amount of freight came up to Salter’s expectations.
He figures the tunnel’s would carry seven or 8 million tons of freight a day and that passengers would take to traveling back and forth between the Eastern West Coast has readily as they now fly between San Francisco and Los Angeles. “The technology of this is much easier than was developed for the space program.”Salter said. And tunnels, he added, need not be so expensive to dig is people think.
The most expensive thing about surface routes is the acquiring right-of-way and removing buildings that stand on the chosen route. The tunnel would not incur this expense. The tunnel, besides carrying tubes for passenger and freight gondolas, would carry many of the utilities now strung across the countryside on high wires. Salter said these underground power “lines” could be super-cooled with helium, like the electromagnetic loops in the floors of the gondolas. He said this would so reduce resistance that power could be transferred from one end of the country to the other without appreciable loss.
At the present time long distance transportation of power is difficult because of the amount of energy wasted. He said laser beams could be carried in the tunnel for the instantaneous transmission of messages. Even the mail could go cross-country in pneumatic tubes carried in the tunnel. All this would save money and speed amortization, thus cutting the overall cost of tunneling. Salter said approximately 8000 miles of tunnel were dug in America and Western Europe in the 1960s.
That includes mine shafts. But he said existing tunneling technology could be vastly improved. Salter said many tunnels are dug nowadays almost as they would have been in the dark ages. Drilling holes in tunnel faces, and using machines with rotary bits are methods of tunneling that can be improved, according to him. He said the tunnel could be worked on from a great many “faces,” for instance. Salter suggested, too, that electronic beams or even water be used to drill holes for blasting. The high-powered electrons would drill blasting holes almost instantaneously.
Projections of future airplane and automobile travels in the United States, and the future train and truck transfer of freight, show that Salter’s tunnel idea is not a science fiction fantasy.
There will be more room in the tunnels for all the necessary transport than there will be over any feasible number of Airways and freeways and tracks. Salter’s suggestion, according to the experts who have had a look at it, is an eminently practical one for handling all the necessary traffic cleanly and without clogging up the air and surface pathways. But it will such a system ever be developed? Salter himself is not optimistic.
“Perhaps” is how he puts it. “I am not nearly so optimistic about the political aspects of the problem as I am about our technical capability of doing the job.” He said. “History shows that some obviously feasible and practical projects, such as the tunnel proposed over and over again for connecting England and France under the English channel, can be put off for centuries because of political pressure.
On the other hand, societies with relatively primitive technology can perform such engineering feats as the erection of impairments.” Is the VHS T too far out? Salter suggested that to get the right perspective we should look back 100 years.
By comparing transportation a century ago and transportation today, one gets a better feel for just how practical VHST is. It appears to be a logical next step, and much more practical than its alternatives of filling the highways and Airways with more and more individually guided vehicles. “This alone is a compelling reason for the high-speed system.” Salter said. T
here are others, according to him. “We can’t afford any longer to continue indefinitely to pollute the skies with heat, chemicals, not to mention noise, or to carve up the land with pavement.” He said. “We also need to get the trucks and many of the cars off the highway to make the roads available to drivers who drive the family car for fun and convenience.”
The interview was with the owner of a private underground base construction company with military ties. During the interview it was stated that for some reason the people in the know are indeed gearing up at a rapid rate for some event that is to occur in the not so distant future.
What might this event be?
Why are the bases activating?
This technology is 100% real and fully functional in the present day.
http://theintelhub.com/2012/04/12/l-a-to-n-y-in-half-an-hour-10000-plus-m-p-h-tunnel-train-developed/
納粹工程師、秘密美軍基地、及往隱蔽地下和海底深淵的電梯 (第1部份)
Nazi Engineers, Secret U.S. Military Bases, and Elevators To The Subterranean and Submarine Depths (Part 1)
The Intel Hub
By Dr. Richard Sauder
With Commentary By Shepard Ambellas & Alex Thomas
April 10, 2012
(The following is Part 1 of an exclusive underground base series brought to you by The Intel Hub with excerpts from the book Hidden in Plain Sight: Beyond the X-Files, written by acclaimed underground base researcher and author, Dr. Richard Sauder.)
Hidden in Plain Sight: Beyond the X-Files
隱藏在眾目睽睽下：超越X檔案
In the preliminary stages of my research in the early 1990s, I had no informed idea of how deep below the surface underground bases could reach. By chance I had gone to hear a public talk by a man I did not know, on a topic that had nothing whatsoever to do with underground bases.
However, during the talk he unexpectedly made an offhand comment that caused me to think that he knew something about secret underground facilities. A few days later, I telephoned him and asked if I could come by his office to speak with him.
He consented to give me a little of his time, so I went by and asked him some questions, including about a specific location where I believed there was a secret underground base. He verified that there was a base there and told me that it was one mile deep.
At the time, that seemed improbably deep to me. I now understand, however, that it is well within the state of the art of the underground excavation and construction industries to build facilities one mile deep. In fact, facilities can be even deeper than that.
Other information that has since been given to me has raised the question of facilities possibly as deep as 12 to 14 miles. Frankly, I do not know what the technological limits are in the super-secret, black budget realm of compartmentalized programs.
But I can make some fairly well educated deductions based on what I have been told and information gleaned from the open engineering and industrial literature.
At a minimum, my investigation suggests that depths up to three miles are feasible, and that conclusion is based on a careful reading of the open scientific, mining and civil engineering literature.
At one time I considered greater depths than that as unattainable, but no longer. While I don’t know the limitations of the technology in the clandestine realm, based on everything I have heard over the years it must surpass the limits found in the open technical literature.
It could be that with classified improvements in material science and mining engineering that bases can be sited many miles beneath the surface of the land or the seafloor. Frankly, I now surmise that we are dealing with a science-fiction-like reality that has been held back from public knowledge.
In that regard, it is clear to me that there are power structures on this planet that closely interface with, and yet remain separate from, the official power establishment of any nation as publicly presented in the mainstream news media.
The sum total of all the many years of reading and research I have done, coupled with the myriad conversations I have had with an extremely eclectic selection of individuals, even raises the question as to whether some control structures and agencies for this planet may possibly extend off-planet.
But even if that is not the case, we are certainly dealing at the least with trillions of dollars of off-the-books money, very advance technology, an incredible infrastructure of secrecy, thousands and thousands of people who are in the know but say little or nothing about what they know, all of which revolves around projects of tremendous scope and complexity, carried out over a long period of time, and about which there is almost zero public knowledge.
Alex Thomas: “The trillions of dollars off the books, advanced technology, and the infrastructure of secrecy have all been brought about by numerous globalist organizations such as the CFR, the Trilateral Commission, and the Bilderberg Group as well as many other even more secretive groups that are not even known by name. Those involved with underground bases may literally know that they will be immediately killed if they speak out about what they know.”
I don’t know how many secret underground bases there are, but they surely do exist, there is no question of that.
In 1987, Lloyd A. Duscha, the then-Deputy Director of Engineering and Construction for the U.S. Army Corps of Engineers, gave a talk at an engineering conference entitled “Underground Facilities for Defense – Experience and Lessons.” In the first paragraph of his talk he stated that:
After World War II, political and economic factors changed the underground construction picture and caused a renewed interest to “think underground.” As a result of this interest, the Corps of Engineers became involved in the design and construction of some very complex and interesting military projects. [1]A little further on he said:
Although the conference program indicates the topic to be “Underground Facilities for Defense – Experience and Lessons,” I must deviate a little because several of the most interesting facilities that have been designed and constructed by the Corps are classified. [2]Subsequently Mr. Duscha went into a discussion of the Corps’ involvement in the 1960s in the construction of the large and elaborate NORAD base buried deep beneath Cheyenne Mountain, in Colorado. And then he said:
As stated earlier, there are other projects of similar scope, which I cannot identify, but which included multiple chambers up to 50 feet wide and 100 feet high using the same excavation procedures mentioned for the NORAD facility. [3]You will not find a franker public admission of the existence of secret, underground bases than that.
It carries all the more weight coming from Lloyd Duscha, given his high position in the military-industrial complex.
Shepard: “I myself have conducted an interview with the owner of a major private underground base & shelter construction firm. What he told Bob Tuskin and myself off air during a commercial break was absolutely mind-blowing.
He literally admitted that most of his clientele is Illuminati affiliated, including politicians, movie stars, and more. He maintained that client confidentiality was a factor, claiming that half of the business is reinforced homes. Leaving the other 50% up to speculation.
The company has even built 3 massive arks for a doomsday scenario just like you see in the movie 2012. This was covered by CNN.”
項目萬字夾，納粹的關係
The Project Paperclip, Nazi Connection
It is not accidental that Lloyd Duscha mentioned the U.S. Army Corps of Engineers’ increased interest in underground bases and construction in the post-World War II period.
In the closing stages of WW II, the U.S. military overran the Third Reich and confiscated a treasure trove of Nazi technology, engineering facilities and research laboratories.
The American military also apprehended and detained large numbers of Nazi scientists, engineers and technicians, many of whom were brought to the United States under the auspices of the infamous “Project Paperclip” and integrated into American industry, research institutes and into the military and other official agencies.
■Read Project Paperclip File 1
■Read Project Paperclip File 2
■Read Project Paperclip File 3
The cases of such Project Paperclip notables as Wernher von Braun, and other “ex”-Nazis who were put to work building rockets and missiles for the military and NASA, are well known.
The American political and military establishments were very impressed with Nazi V-2 and buzz bomb missile technology, and brought Von Braun and his team to the USA at war’s end to continue and advance the research and design they had done under Hitler’s Third Reich.
The development of the manned space program, satellite technology, deep space probes, intercontinental nuclear missiles and cruise missiles are all fruits of their work.
But Project Paperclip had another aspect which has received almost no publicity. And that aspect had to do with the underground facilities that the American military discovered when they entered the remnants of the Third Reich in the concluding stages of open military hostilities between the Allied and Axis powers in the European theater.
I have two declassified Project Paperclip memoranda in my files that specifically request four men with expertise in underground construction, one of whom is Xaver Dorsch.
Project Paperclip File Xaver Dorsch File
項目萬字夾檔案 Xaver多施文件
The other men are not known to me, but Xaver Dorsch is. He was the director of the so-called Todt Organization in the closing phase of WW II.
The Todt Organization was originally headed by Fritz Todt, whence the name. Fritz Todt was the designer and creator of the well-known German autobahn system of highways.
The Todt organization served a somewhat analogous function in the Third Reich to that of the U.S. Army Corps of Engineers or the U.S. Navy Seabees in the present American military system.
In other words, it was a civil engineering agency that supported the operations of the German military, though, unlike the case of the U.S. Army Corps of Engineers or the U.S. Navy Seabees in the American system, the Todt Organization was not a formal part of the German military structure.
However, it did play a crucial role in the Nazi war effort and constructed many facilities for use by the German military and industry. Some of the underground structures that it built were impressively large and sophisticated.
In 1942 Fritz Todt was killed in an airplane crash and by war’s end control of the agency had effectively passed to Xaver Dorsch. In the closing stages of the war, Hitler specifically tasked Dorsch with developing a series of huge, underground, industrial manufacturing facilities.
Allied bombing raids were shredding German manufacturing and the Nazi command wanted to shift production underground, out of reach of American and British bombs. The collapse of the Third Reich ultimately put an end to those plans.
I remain persuaded, however, that a great deal of what the Allies found when they went into Germany remains classified to the present day, and that includes the full extent of the underground facilities built by the Todt Organization.
Xaver Dorsch was taken prisoner by the American military on 7 May 1945. I have two moderately lengthy documents that he wrote for the Americans, evidently as part of his debriefing by them.4 One was produced in 1946, the other in 1949-1950.
The documents deal with the administrative structure and operational activities of the Todt Organization during the war. I strongly suspect that Dorsch supplied a great deal more information to his American captors during that period that has yet publicly to see the light of day.
Xaver Dorsch may even have worked directly for the American military on the construction of secret, underground bases in the USA, just as he had done for the Nazis during the Third Reich.
It is a fact that he was in American military captivity and was requested specifically by Project Paperclip.
During the course of my research I spoke with an expert who is personally familiar with some of the Nazi underground constructions in Europe and his observation to me was that they were very well made facilities.
One of the best accounts of such facilities that I have found in the open literature is the anecdotal history related by Colonel Robert S. Allen that details what General Patton’s army discovered when it entered Germany in the closing stage of World War II.
Col. Allen revealed that Patton’s forces found four large underground bases in the vicinity of the grim Nazi concentration camp near Ohrdruf, Germany; other underground facilities were reported in nearby towns. Col. Allen provided the following description:
The underground installations were amazing. They were literally subterranean towns. There were four in and around Ohrdruf…. None were natural caverns or mines. All were man-made military installations. The horror camp had provided the labor. An interesting feature of the construction was the absence of any spoil. It had been carefully scattered in hills miles away.
Over 50 feet underground, the installations consisted of two and three stories, several miles in length and extending like the spokes of a wheel. The entire hull structure was of massive, reinforced concrete. Purpose of the installations was to house the High Command after it was bombed out of Berlin. The Ohrdruf installations were to have been used by the Signal Communications Section.
One, near the horror camp, was a huge telephone exchange equipped with the latest and finest apparatus. Signal Corps experts estimated their cost at $10,000,000.
This place also had paneled and carpeted offices, scores of large work and store rooms, tiled bathrooms with both tubs and showers, flush toilets, electrically equipped kitchens, decorated dining rooms and mess halls, giant refrigerators, extensive sleeping quarters, recreation rooms, separate bars for officers and enlisted personnel, a moving-picture theater, and air-conditioning and sewage systems. Begun in 1944, the installations had been completed but never occupied. [5]
Regenwurmlager在波蘭
The Regenwurmlager in Poland
Another spectacular example of Nazi underground engineering prowess was the subterranean Regenwurmlager complex that still sprawls for many miles deep beneath the countryside of western Poland. Several years ago Paul Stonehill wrote an eye-opening article about this site, replete with color photos, in FATE magazine. [6]
The Regenwurmlager was an obvious Nazi analog on the eastern German border region to the well-known Maginot Line that the French had built in their eastern border region, in that it also, like the Maginot Line, was comprised of many miles of underground tunnels and electric train lines connecting bunkers, fortifications and other critical military facilities.
Amazingly, the full extent of the huge complex is not known, even today. It is not known if either the Poles or the Russians have ever fully explored the many miles of tunnels and underground emplacements.
According to Stonehill, the facility has many secret or hidden entrances, and an underground subway system with an electric train on rails that ran through a tunnel approximately 100 to 165 feet below the surface.
On the surface, there were numerous military fortifications and bunkers crammed with weaponry, connected by secret passages to a sprawling labyrinth of tunnels below ground, said to be 30 miles or more in length.
Stonehill reports that Adolf Hitler is alleged to have visited the Regenwurmlager in 1937, riding in on the underground subway train. [7]
It happens that the Regenwurmlager complex of military bunkers and underground tunnels and subway trains was located in territory that was overrun by Soviet troops in the closing stages of World War II, so the American military may never have examined the facility.
However, I consider it very likely that Xaver Dorsch would have had personal knowledge of this facility, and it is quite likely that he extensively briefed his American captors on the large Regenwurmlager system of underground tunnels and bunkers.
This book cannot provide an exhaustive treatment of Nazi underground facilities, but the examples provided suffice to demonstrate that 65 to 75 years ago, Nazi engineers already had a sophisticated capability to construct elaborate, large facilities underground.
The American military understood this clearly at war’s end, and urgently wanted to bring Nazi experts to the USA to build underground facilities here also.
By the time you finish this book, you should understand that this mission was accomplished.
While we still do not know the full scope of what the Nazis did underground decades ago, we also still do not know the full extent of what the American military, and other agencies and corporations, have built underground right here in the USA, and elsewhere in the world.
What can be said with certainty is that an extensive program of secret underground construction began in earnest in the years following WW II and that program continues in effect to this day.
http://theintelhub.com/2012/04/10/nazi-engineers-secret-u-s-military-bases-and-elevators-to-the-subterranean-and-submarine-depths-part-1/
美國宇航局與光明會關係
（萬字夾項目）
威斯康辛州Clintonville奇怪的聲音報告
威斯康辛州clintonville大會堂就怪聲、隆隆聲和振動會議
黃石超級火山 + 威斯康辛州的奇怪隆隆聲
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